Control system for auxiliary power unit

ABSTRACT

A control system for a vehicle that includes a cabin and a primary engine. The control system includes an auxiliary power unit and a microprocessor in communication with the primary engine, the cabin, and the auxiliary power unit. The control system selectively activates the auxiliary power unit to control an engine parameter and a cabin parameter when the primary engine is shutdown.

This Application claims priority to U.S. Provisional Application No.60/645,701, filed Jan. 21, 2005, the entire contents of which is herebyincorporated by reference herein.

BACKGROUND

The present invention relates to control systems and more particularlyto a control system for use on a truck tractor or other vehicle thatincludes an auxiliary power unit.

Auxiliary power units are used with tractors to reduce fuel consumption,maintenance costs, emissions, and noise generated when a tractor engineidles during driver rest periods or other periods of vehiclenon-movement. Some auxiliary power units are used in conjunction withmultiple control systems to power vehicle functions such as heating,cooling, engine warming, lighting, or powering other vehicle functionsand operator convenience accessories. These auxiliary power units do notinclude control systems that are capable of combining the variousfunctions of the vehicle into one system. For example, the airconditioning, the air heating, the engine heater, and lighting functionsare typically each controlled by a separate control system. Existingcontrol systems have high manufacturing and retail costs, and are bulkyand cumbersome to install and operate.

SUMMARY

The present invention provides a control system for a tractor or vehiclethat includes a primary engine and an auxiliary power unit. The controlsystem efficiently manages heating and cooling of a cabin of the vehicleusing the auxiliary power unit, allows charging of vehicle batteries,provides a power source for vehicle and operator convenienceaccessories, and provides warming of the primary engine when the primaryengine is shutdown.

In one embodiment, the invention provides a control system for a vehiclethat includes a cabin and a primary engine having an ignition switch.The control system includes an auxiliary power unit coupled to theprimary engine and a microprocessor in communication with the primaryengine and the cabin. The microprocessor activates the auxiliary powerunit and controls an engine parameter and a cabin parameter when theprimary engine is shutdown.

In another embodiment, the invention provides a control module for avehicle that includes a cabin, a primary engine having an ignitionswitch, and an auxiliary power unit having an air conditioning system incommunication with the cabin. The control module includes a housinghaving a front panel and at least one wall that defines an interiorspace. The control module further includes a plurality of userinterfaces coupled to the housing which deliver a signal indicative of adesired cabin parameter. A processor disposed within the housingresponds to the signal and controls the air conditioning system tocontrol a cabin parameter when the primary engine is shutdown.

In yet another embodiment, the invention provides a vehicle thatincludes a primary engine, a cabin, and a control system. The controlsystem includes an auxiliary power unit coupled to the primary engineand a microprocessor in communication with the primary engine and thecabin. The microprocessor activates the auxiliary power unit in responseto shutdown of the primary engine and controls an engine parameter and acabin parameter when the primary engine is shutdown.

In still another embodiment, the invention provides a control system fora vehicle that includes a primary engine and an ignition switch havingat least a first position and a second position in electricalcommunication with the primary engine. The control system includes acontrol module having at least a first mode and a second mode and amicroprocessor in electrical communication with the ignition switch andthe control module. The microprocessor responds to the at least oneposition to monitor and control the control module in the first mode.The microprocessor further responds to the second position to monitorand control the control module in the second mode.

Other aspects of the invention will become apparent by consideration ofthe detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a vehicle that includes a control systemof the present invention;

FIG. 2 front view of an auxiliary power unit of the vehicle of FIG. 1;

FIG. 3 is a perspective view of a portion of a secondary airconditioning system of the vehicle of FIG. 1;

FIG. 4 is a perspective view of a battery assembly of the vehicle ofFIG. 1;

FIG. 5 is a front view of an ignition system of the vehicle of FIG. 1;

FIG. 6 is a schematic view of the control system of FIG. 1, including amicroprocessor and a control module;

FIG. 7 is a perspective view of the control module of FIG. 6;

FIG. 8 is a front view of another embodiment of a control for thecontrol system of FIG. 6, including a wireless remote;

FIG. 9 is a front view of another embodiment of a control for thecontrol system of FIG. 6, including a timer;

FIG. 10 is a perspective view of the microprocessor of FIG. 6; and

FIG. 11 is a flow chart of one embodiment of control logic for thecontrol system of FIG. 6.

DETAILED DESCRIPTION

Before any embodiments of the invention are explained in detail, it isto be understood that the invention is not limited in its application tothe details of construction and the arrangement of components set forthin the following description or illustrated in the following drawings.The invention is capable of other embodiments and of being practiced orof being carried out in various ways. Also, it is to be understood thatthe phraseology and terminology used herein is for the purpose ofdescription and should not be regarded as limiting. The use of“including,” “comprising,” or “having” and variations thereof herein ismeant to encompass the items listed thereafter and equivalents thereofas well as additional items. Unless specified or limited otherwise, theterms “mounted,” “connected,” “supported,” and “coupled” and variationsthereof are used broadly and encompass both direct and indirectmountings, connections, supports, and couplings. Further, “connected”and “coupled” are not restricted to physical or mechanical connectionsor couplings.

FIG. 1 shows a vehicle 10 that includes a control system 15 of thepresent invention. The vehicle 10 is a conventional semi-tractor orother similar vehicle. The vehicle 10 includes a primary engine 20disposed in a compartment 21, a cabin 25 defining a sleeping portion 30and a driving portion 35, an auxiliary power unit 40, a plurality ofvehicle accessories 45 (e.g., 12 volt electronic communications,operator convenience devices, vehicles lights, etc.), and a storage area50. The primary engine 20 is a standard diesel engine sufficient tooperate the vehicle 10. The primary engine 20 is coupled with a primaryair conditioning system (not shown) to provide conditioned air to thecabin 25.

FIG. 2 illustrates the auxiliary power unit 40 that is in communicationwith the primary engine 20 and a secondary air conditioning system 55,and includes a secondary engine 60. The auxiliary power unit 40 is asecondary power unit for the vehicle 10 when the primary engine 20 isdisengaged. The auxiliary power unit 40 may be attached to the vehicle10 using any attachment method. The secondary engine 60 is coupled witha belt 65 to drive an alternator 70 and a compressor 75 of the secondaryair conditioning system 55 to provide cooling air to the cabin 25. Oneembodiment of the secondary engine 60 uses a two-cylinder Yanmar dieselengine. However, a variety of engines may be employed to operate theillustrated auxiliary power unit 40.

The primary engine 20 and the auxiliary power unit 40 are in fluidcommunication with a coolant system (not shown) of the vehicle 10, andare further in fluid communication with a fuel system (not shown). Thecoolant system is shared between the primary engine 20 and the auxiliarypower unit 40 and facilitates operation of the primary engine 20 and theauxiliary power unit 40 at an operable temperature. The fuel systemallows fuel to flow to the primary engine 20 and to the auxiliary powerunit 40 from a common reservoir 80 (see FIG. 1). Alternatively, the fuelsystem may provide fuel to the primary engine 20 from a first reservoirand to the auxiliary power unit 40 from a second reservoir separate fromthe first reservoir.

The secondary air conditioning system 55 is in communication with thecabin 25 and includes a cooling system 85, a heating system 90, adefrost system (not shown), and at least one fan (not shown). Thesecondary air conditioning system 55 is separately operable from theprimary air conditioning system to condition air within the cabin 25using the cooling system 85, the heating system 90, the defrost system,and the fan. The cooling system 85 includes the compressor 75, acondenser (not shown), and an evaporator (not shown). The cooling system85 uses an environmentally friendly refrigerant such as R-134a. Thecondenser is located on the vehicle 10 such that heat from the coolingsystem 85 is transferred to the atmosphere surrounding the vehicle 10.In one embodiment, the condenser is mounted to an exterior wall of thevehicle 10. The evaporator may take a compact design and be installedunder a bunk (not shown) in the sleeping portion 30, or anotherconvenient location.

FIG. 3 illustrates a heater 100 of the heating system 90. The airheating system 90 may further include at least one heating sensor (notshown) operable to deliver a signal indicative of a heater temperatureand/or a heater flame. The heater 100 is in fluid communication with thefuel system to receive fuel from the reservoir 80 such that a separateheater fuel reservoir is not required. The heater 100 is a direct-fireddiesel heater that includes heating elements (e.g., glow pin, heatexchanger, etc.) to generate heated air and to provide heat to the cabin25. The heater 100 fits within the storage area 50 or inside thesleeping portion 30. One embodiment of the heater 100 uses an Espar D2Airtronic heater, although other heaters can be used in place of theEspar D2 Airtronic heater.

FIG. 4 shows a battery assembly 105 that is in electrical communicationwith the primary engine 20 and the auxiliary power unit 40. The batteryassembly 105 is operable to supply electrical power to the plurality ofvehicle accessories 45 and to other components of the vehicle 10. Whenthe primary engine 20 is engaged, the primary engine 20 provides acharge to the battery assembly 105 to maintain a battery voltage. Whenthe primary engine 20 is disengaged and the auxiliary power unit 40 isengaged, the auxiliary power unit 40 provides a charge to the batteryassembly 105 to maintain the battery voltage. The battery assembly 105includes at least one battery 110 and a battery cable 115 thatinterconnects the at least one battery 110 with the primary engine 20and the auxiliary power unit 40.

FIG. 5 illustrates a portion of an ignition system 120 of the primaryengine 20 that includes an ignition switch 121 attached to a dashboard122 of the vehicle 10. The ignition switch 121 utilizes a key 123 tochange the primary engine 20 between an accessories position 125, an offposition 130, a start position 135, and an ignition position 140. Theaccessories position 125 allows operation of the plurality of vehicleaccessories 45 without engagement of the primary engine 20. The offposition 130 terminates operation of the primary engine 20. The startposition 135 allows the user to engage the primary engine 20. Theignition position 140 allows the primary engine 20 to continue operationafter the primary engine 20 has been started.

FIG. 6 illustrates a schematic of the control system 15 in communicationwith the vehicle 10. The control system 15 includes a plurality ofsensors, a control module 145, and a microprocessor 150. The pluralityof sensors are operable to communicate signals indicative of parametersof the vehicle 10 to the microprocessor 150. The parameters includemeasurable factors and conditions (e.g., temperature, pressure, fanspeed, switch positions, loss of power, on/off state of the primaryengine and auxiliary power unit, etc.) of the vehicle 10.

The plurality of sensors includes at least one engine sensor 155, atleast one cabin sensor 160, and at least one secondary engine sensor165. Additional sensors, such as an outdoor sensor (not shown) and othervehicle sensors, may also be incorporated in the control system 15. Theengine sensor 155 is in communication with the primary engine 20 and isoperable to deliver a signal indicative of a primary engine parameter tothe microprocessor 150. The primary engine parameter includes conditionsof the primary engine 20, the battery assembly 105, the fuel system, andthe coolant system. In one embodiment, the primary engine parameterincludes an engine temperature (e.g., coolant temperature, engine blocktemperature, etc.). Other embodiments of the primary engine parameterinclude the battery voltage, an on/off state of the primary engine, aprimary engine oil temperature and/or pressure, and a primary enginewater temperature and/or pressure. The primary engine parameter mayfurther include other conditions of the vehicle 10.

The cabin sensor 160 is in communication with the cabin 25 and isoperable to deliver a signal indicative of a cabin parameter to themicroprocessor 150. The cabin parameter includes conditions of theprimary air conditioning system, the cooling system 85, the heatingsystem 90, the defrost system, and the at least one fan. In a preferredembodiment, the cabin parameter includes a measured cabin temperature,and at least one state of the cooling system 85, the heating system 90,the defrost system, and the fan. In other embodiments, the cabinparameter may include fan speed, a refrigerant temperature, a heaterelement temperature, and operation of the compressor, condenser, and/orevaporator. In still other embodiments, the cabin parameter may indicatea position of the ignition switch 121, or other conditions of the cabin25.

The secondary engine sensor 165 is in communication with the auxiliarypower unit 40 and is operable to deliver a signal indicative of asecondary engine parameter to the microprocessor 150. The secondaryengine parameter includes conditions of the auxiliary power unit 40,such as an on/off state of the secondary engine 60 and a secondaryengine temperature (e.g., coolant temperature, engine block temperature,etc.). In other embodiments, the secondary engine parameter includes atleast one state of the alternator 70, an auxiliary power unit oiltemperature and/or pressure, and an auxiliary power unit watertemperature and/or pressure. In still other embodiments, the secondaryengine parameter may include other conditions of the auxiliary powerunit 40.

FIG. 7 illustrates one construction of the control module 145 that islocated within the cabin 25 and coupled with the battery assembly 105.Alternatively, the control module 145 may include a power sourceseparate from the battery assembly 105. In one embodiment, the controlmodule 145 is attached adjacent the sleeping portion 30 for control ofthe control system 15 by the user when the user is at rest. In anotherembodiment, the control module 145 is attached adjacent the drivingportion 35 for control of the control system 15 when the user isoperating the vehicle 10.

The control module 145 is selectively operable to deliver at least onesignal indicative of a desired vehicle parameter to the microprocessor150 using a controller (not shown). The control module 145 is furtheroperable to receive signals, such as signals from the microprocessor 150and at least one signal from the outdoor sensor indicative of an outdoorcondition (e.g., outdoor temperature, etc.). The controller facilitatesstorage of data (e.g., programmable conditions, etc.) associated withthe control module 145 and is operable to communicate the desiredvehicle parameter to the microprocessor 150 through an input/outputoperator (not shown). Alternative constructions of the control module145 may include additional components not shown to facilitate controland storage of data within the control module 145.

The control module 145 further includes a housing 170 having a wall 175and a front panel 180. The wall 175 and the front panel 180 define aninterior space which supports at least a portion of the controller. Thefront panel 180 includes a display 185, a power interface, anenvironment interface, a fan interface, a parameter adjustment oradjustment assembly, and a system interface that are in electricalcommunication with the controller. The display 185 is selectivelyoperable to show the measured cabin temperature, the desired cabintemperature, the outdoor condition, a plurality of alarm codesassociated with the control system 15, and other information related tothe control system 15. The programmable features and/or equipment usedin the control system 15 determine the information available to be shownOn the display 185. The display 185 selectively indicates the desiredcabin temperature using a first indicator 190, and selectively indicatesthe measured cabin temperature using a second indicator 195.Alternatively, the display 185 may selectively indicate other cabinparameters. The preferred embodiment of the display 185 is digital,although the display 185 may employ analog or other types of display.

The power interface, the environment interface, the fan interface, theparameter adjustment, and the system interface are separately operableto deliver the at least one signal indicative of the desired vehicleparameter to the controller. The desired vehicle parameter allows theuser to vary the engine parameter, the cabin parameter, and thesecondary engine parameter in response to user-selectable inputs to thecontrol module 145. In a preferred embodiment, the desired vehicleparameter includes a desired cabin temperature. Other embodiments of thedesired vehicle parameter include other desired conditions of thevehicle 10, as described below.

The power interface is in electrical communication with the batteryassembly 105 and includes a power switch 200 and a third indicator 205.The power switch 200 allows the user to vary the control system betweenan “on” and an “off” state. The third indicator 205 selectivelyilluminates when the control system 15 is turned “on.”

The environment interface includes a mode key 210 that is selectablebetween a cooling system mode 215, a heating system mode 220, a defrostsystem mode 225, and a fan mode 230. The cooling system mode 215, theheating system mode 220, the defrost system mode 225, and the fan mode230 allow the user to selectively activate the cooling system 85, theheating system 90, the defrost system, and the fan. The user facilitatesvariation from one mode to another mode by depressing the mode key 210.When the control module 145 first receives power through activation ofthe power switch 200, the mode key 210 will default to the mode selectedprior to shutdown of the control module 145. An indicator selectivelyilluminates adjacent and in response to the selected mode. Theenvironment interface may remain off when there is a lack of selectionof a particular mode. Additional modes that are selectable using themode key 210 are also possible and considered herein.

The fan interface includes a fan speed key 235 that allows selectiveadjustment of the fan speed and includes an auto mode 240, a high mode245, a medium mode 250, and a low mode 255. An off mode (not shown) maybe incorporated into the fan interface to turn the fan “off.” The userfacilitates variation from of the fan speed by depressing the fan speedkey 235. When the control module 145 is first activated using the powerswitch 200, the fan speed key 235 will default to the previous fan speedmode selected. An indicator selectively illuminates adjacent and inresponse to the selected fan speed.

The parameter adjustment is located adjacent the display 185 andincludes an increase button 260 and a decrease button 265. The increasebutton 260 and the decrease button allow the user to incrementally varythe desired cabin temperature a predetermined amount (e.g., 1 degree, 2degrees, etc.). In one embodiment, if either the increase button 260 orthe decrease button 265 is pressed for a predetermined time, the desiredcabin temperature will continue to increase or decrease accordingly. Inother embodiments, the increase button 260 and the decrease button 265allow the user to vary the first indicator 190, the second indicator195. In still other embodiments, the buttons 260, 265 may allow the userto vary the modes associated with the mode key 210 and/or the fan speedkey 235.

The system interface includes a standby switch 270, a fourth indicator275, and a fault indicator 280. The standby switch 270 enables selectionof a standby mode and a normal mode of the control system 15. Thestandby mode temporarily disables the control module 145 and allows thecontrol system 15 to operate according to the setting of the standbymode when the control system 15 was last in the standby mode. The normalmode allows control of the secondary air conditioning system 55 and theauxiliary power unit 40 using the control module 145. The fourthindicator 275 selectively illuminates to notify the user when thecontrol module 145 is in the standby mode. The fault indicator 280 isoperable to indicate a fault in the control system 15. The alarm codesare shown on the display 185 when the fault indicator 280 is activated.

Referring back to FIG. 5, the ignition switch 121 is coupled with themicroprocessor 150 such that when the ignition switch 121 is in theaccessories position 125 or the off position 130, the primary engine 20is shutdown and the control system 15 is operable to control theauxiliary power unit 40 in the normal mode. When the ignition switch 121is in the start position 135 or the ignition position 140, the primaryengine 20 is engaged and the control system 15 changes to the standbymode and ceases operation of the auxiliary power unit 40. Reactivationof the auxiliary power unit 40 occurs when the ignition switch 121returns to the accessories or off positions 125, 130.

In another embodiment shown in FIG. 5, a secondary switch 285 is coupledwith the ignition switch 121 and the microprocessor 150. The secondaryswitch 285 allows selective operation of the control system 15 in thenormal mode in response to the position of the ignition switch 121, asdescribed previously. When the secondary switch 285 is in an offposition, the control system 15 ceases operation of the auxiliary powerunit 40 regardless of the position of the ignition switch 121. Thesecondary switch 285 includes a toggle switch, although other switchescan be used for the purposes described herein.

FIGS. 8 and 9 show other embodiments of selection of the standby modeand the normal mode. FIG. 8 illustrates a wireless remote 290 thatincludes a first button 295 and a second button 300. The first andsecond buttons 295, 300 allow a user to toggle the control system 15between the normal mode and the standby mode. The microprocessor isoperable to receive a signal from the wireless remote 290 and to varythe control system between the normal mode and the standby mode inresponse to the signal. The wireless remote 290 may be carried by theuser or attached to a key ring (not shown).

FIG. 9 shows a timer 305 that facilitates programmable control of thecontrol system 15. The timer 305 can be a separate unit from the controlmodule 145 or integrated within the control module 145. The timer 305provides activation and deactivation of all or part of the controlsystem 15 based on predefined parameters programmed into the timer 305.The timer 305 includes a display 310 and a plurality of interfaces thatare operable by the user to vary the programmed parameters. Alternativeembodiments that move the control system 15 between the normal mode andthe standby mode can be effectuated by any number of other input devicesor other types of integration with tractor systems, includingintegration of an input device with a computer control system of thevehicle 10.

FIG. 10 shows one construction of the microprocessor 150 that includesprogrammable features. The microprocessor 150 is disposed within acontrol box 315 mounted in the storage area 50. The microprocessor 150facilitates control of the control system 15 as a central control unitand includes an input/output operator 320 and a storage system 325(e.g., EPROM, EEPROM, etc.). The microprocessor 150 is operable tomonitor and control the primary engine parameter, the cabin parameter,and the secondary engine parameter and to operate the auxiliary powerunit 40 when the primary engine 20 is shutdown using the input/outputoperator 320. The microprocessor 150 is further operable to vary themeasured cabin parameter in response to the desired cabin parameterthrough operation of the secondary air conditioning system 55 using theinput/output operator 320. The storage system 325 provides storage ofdata related to the control system 15. Alternative constructions of themicroprocessor 150 may include additional components to facilitatecontrol and storage of data within the control system 15.

FIG. 11 shows a flow chart that includes one embodiment of control logicprogrammed into the control system 15. The microprocessor 150 controlsthe auxiliary power unit 40 and the secondary air conditioning system 55according to input from the control module 145, the primary engineparameter, the cabin parameter, and the secondary engine parameter.Alternative constructions of the control system 15 may includeadditional control logic.

While the invention has been described with reference to preferredembodiments, it is to be understood that the invention is not intendedto be limited to the specific embodiments set forth above. Thus, it isrecognized that those skilled in the art will appreciate that certainsubstitutions, alterations, modifications, and omissions may be madewithout departing from the spirit or intent of the invention.Accordingly, the foregoing description is meant to be exemplary only,the invention should be taken as including all reasonable equivalents tothe subject matter of the invention, and the foregoing descriptionshould not limit the scope of the invention set forth in the followingclaims.

Thus, the invention provides, among other things, a control system for avehicle that includes a primary engine assembly and an auxiliary powerunit. Various features and advantages of the invention are set forth inthe following claims.

1-12. (canceled)
 13. A control module for a vehicle that includes acabin, a primary engine having an ignition switch, and an auxiliarypower unit having an air conditioning system in communication with thecabin, the control module comprising: a housing including a front paneland at least one wall that defines an interior space; a plurality ofuser interfaces coupled to the housing and operable to deliver a signalindicative of a desired vehicle parameter; a controller disposed withinthe housing and operable in response to the signal to activate the airconditioning system and to control a cabin parameter when the primaryengine is shutdown.
 14. The control module of claim 13, wherein theplurality of user interfaces includes at least one indicator indicativeof the desired vehicle parameter.
 15. The control module of claim 14,wherein the plurality of user interfaces includes a parameter adjustmentoperable to select the desired vehicle parameter.
 16. The control moduleof claim 15, wherein the desired vehicle parameter is a desired cabintemperature, and wherein the parameter adjustment is operable toselectively increase or decrease the desired cabin temperature apredetermined amount.
 17. The control module of claim 15, wherein thecontroller is operable to vary the at least one indicator in response tothe desired vehicle parameter.
 18. The control module of claim 17,wherein the desired vehicle parameter includes an air conditioner state,a heater state, a defroster state, and a fan state having a plurality offan conditions.
 19. The control module of claim 13, further including adisplay attached to the housing and selectively operable to display thecabin parameter and the desired vehicle parameter.
 20. The controlmodule of claim 19, wherein the controller is in electricalcommunication with an outdoor sensor operable to deliver a signalindicative of an outdoor condition to the controller, and wherein thecontroller is operable to show the outdoor condition on the display. 21.The control module of claim 13, wherein the cabin parameter includes ameasured cabin temperature and the desired vehicle parameter includes adesired cabin temperature.
 22. The control module of claim 13, furtherincluding a plurality of modes, and wherein the plurality of userinterfaces includes at least one system indicator indicative of at leastone of the plurality of modes.
 23. The control module of claim 22,wherein the controller is operable to vary the system indicator from oneof the plurality of modes to another of the plurality of modes inresponse to a position of the ignition switch.
 24. The control module ofclaim 23, wherein the system indicator includes an illuminated state anda non-illuminated state, and wherein the controller selectively changesthe state of the system indicator in response to the position of theignition switch. 25-41. (canceled)
 42. A control system for a vehiclethat includes a primary engine and an ignition switch having at least afirst position and a second position in electrical communication withthe primary engine, the control system comprising: a control moduleincluding at least a normal mode and a standby mode, wherein the controlmodule is configured to control an auxiliary power unit during thenormal mode, and the control module is disabled in the standby mode; anda microprocessor in electrical communication with the ignition switchand the control module, and wherein the microprocessor operable inresponse to the first position to monitor and control the control modulein the normal mode, and operable in response to the second position tomonitor and control the control module in the standby mode, wherein thefirst position is at least one of an accessories position and an offposition, and the second position is at least one of a start positionand an ignition position.
 43. The control system of claim 42, furthercomprising a secondary switch having an ON position and an OFF position,wherein when the secondary switch is in the ON position, themicroprocessor is configured to control the control module in responseto the ignition switch being in one of the first position and the secondposition, and wherein when the secondary switch is in the OFF position,the control system is configured to cease operation of the auxiliarypower unit regardless of whether the ignition switch is in one the firstposition and the second position.